Electrical tramway



(No Model.) 2 Sheets-Sheet 1.. H. T. BLAKE & C. STERLING.

Patented May 22 188B.

ELECTRICAL TRAMWAY.

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(No Model.) 2 sheets-sheet H. T. BLAKE 8u STERLING. ELECTRICAL TRAMWAY.

No. 383,274. Patented May 22, 1888.

N. PETERS, Pnnxa-Utlwgmphzr, washingmn, D. C.l

NITED STATES Arn'r erica.

I-IENRXT T. BLAKE, OF NEV HAVEN, AND CLARENCE STERLING, OF BRIDGE PORT,CONNECTICUT.

ELECTRICAL TRAlVlW/Y.

SPECIFICATION forming part of Letters Patent No. 383,274, dated May 22,`1888.

Application filed June il?, 1887. Serial No. 242,794. (No model.)

To @ZZ whom it may concern.-

Be it known that we, HENRY T. BLAKE, a citizen of the United States,residing at New Haven, in the county of New Haven and State ofConnecticut, and CLARENCE` STERLING, of

Bridgeport, Connecticut, have invented certain new and usefulImprovements in Electrical Tramways; and we do declare the following tobe a full, clear, and exact description of the ro invention, such aswill enable others skilled in the art to which it appertains to make anduse the same, reference being had to the accom panying drawings, and tothe letters and iigures of reference marked thereon, which form I5 apart of this specification.

Our invention relates to that class of electric conduits for tramways inwhich the prii mary or main conductor is placed in the interior of theconduit and electric communica- 2o tion is had therewith by means of anexterior secondary conductor placed parallel to said main conductor.

Said invention consists in improved methods of constructing, arranging,and supporting the several parts of the device, so as to promote thecheapness and efficiency of the apparatus and to protect all its membersfrom moisture, dirt, and ice, and from injury by street travel and otherexternal causes.

In the accompanying drawings our invention is shown in different forms.

Figure I represents in cross-section an end elevation of the device.Fig. II represents a plan view o1" Fig. I; Fig. III, a detail view andsection through x of Fig. I. Fig. IV represents the lower section of acar and longitudinal section through .e and fr of Fig. I. Figs. V, VI,and VII represent detail views. Fig. VIII represents the transmitterlinked 4o together. Fig. IX represents an end elevation andcross-section of the sleeper and corrugated transmitter-bar havingflexible side supports, said bar shown out of eleetical contact. Fig. Xrepresents said bar in electrical contact. Fig. XI represents a planView of Figs. IX and X.

I) represents the road-bed; E, lower section of a car, a, theintermediate secondary conductors or transmitters; b, its upperpoint;b',

5o plate to which said point is secured; c, iieXible diaphragm spanningand covering the conductor channel or groove; d el', plates to protectsaid diaphragm; e e, screws to secure plates and diaphragm to thesleeper; f, flexible supports for the transmitters; g, trolleywheels toforce said transmitters into electrical contact with the primaryconductor; h, frame to support said trolleys; t', steady-pius; j,frameattached to bottom of car-supporting frame below; lc, springs, l, Hap orcover, n, metal 6o plate resting upon same.

The sleeper A, (see Fig. L) which is supposed to be of wood or othergood non-cou ducting material, is placed longitudinally in the road-bed,preferably between the rails. The groove or channelB is formed thereinto admit the conductor C, which rests at the bottom of the same. Theintermediateconductors or transmitters, u, are vertically suspended overthe primary conductor C, and. a short 7o distance from it. Saidtransmitters are represented as a. series of pins having shoulders a,which rest upon the elastic rubber supports f, which serve to keep saidtransmitter out of electrical contact with the conductor C. Said elasticsupports (which ai e made of rubber or other similar non-conductingelastic material) rest upon said conductor, (see Fig. IL) which is alongitudinal side elevation through dotted line 5c of Fig. l. Thediaphragm c, which is 8o flexible, and also noncondncting, spans thechannel B (see Figs. I and II) its entire length, and is secured to thelsleeper A at opposite sides of said channel. Over this diaphragm at thesides of said sleeper are placed the plates d cl. Said diaphragm andplates are secured to the sleeper by the screws e e. These plates arerepresented in short lengths, and are insulated from each other toprevent a leakage of the electric current, their object 9o being toprotect the diaphragm from the contact of passing vehicles and otherrough usage to which they would be exposed.

The diaphragm is perforated to admit the small end b of the transmittersa, and to this small end are riveted the caps or plates b', thus placingthe diaphragm c between the shoulder a of the transmitter and the cap b.These caps (see Fig. II) are also insulated from each other by a shortdistance. The object of the roo diaphragm is to serve the purpose ofexcluding dirt, water, and other foreign matter from the channel, whichwould interfere with the proper workirg of the primary and secondaryconductors.

Between the secondary conductors or transmitters a are the flexiblesupportsf. One end of these supports rests upon the primary conductor,and the other end will support the transmitters a at their shoulders a,bringing the lower end, at', of said transmitters within a shortdistance ofthe primary G andjust out ot' electrical contact therewith.The space between ends c and pri-mary C will depend on the flexibilityand elasticity of the supportsf and the unevenness of said primary. InFig. 1V is shown the lower section of a ear and the mechanism employedin connection with the device before mentioned.

Beneath the car E are the trolley-wheels r/ g g", which engage with theheads or plates b, and with the necessary pressure brought to bearthereon will depress the transmitters a (sec Fig. V) until the points aof the same are brought into electrical contact with the primary G, andthe circuit completed through the wire q to the motor, (not shown,) andthence through one or both rails in the usual way.

The number of wheels used for depressing the transmitters may, ifdesired, be increased or diminished. It is evident that by the use oftwo or more wheels at least one of said transmitters will beinelectrical contact all the time, so that there will be no cessation ofelectrical condition, and consequently no sparking. After the trolleyshave passed by, the elasticity of the supports will lift thetransmitters, pins, or points off of electrical contact and back totheir normal position. To protect the diaphragm c from abrasion, towhich it would be exposed, the metal plates d d (see Fig. l) areprovided. Said plates and diaphragm are secured by screws e e to thesleeper A. To protect theupper portion, b, of the secondary conductorsor transmitters, the flexible cover Z may be used. Said cover is securedbeneath the plate d', (see Fig. VL) having the arch m, spanning-plateb', and reenforced by the metal cap n. These arched stiti'ening-platesare preferably made wide enough to extend across the width of thechannel, their outside edges resting upon the solid sides, thus forminga bridge over the secondary conductor and preventing its accidentaldepression by street traffic or otherwise. The cover Z is adapted to belifted by suitable means (not shown) to the dotted perpendicularposition shown. This will permit the passage of the trolleys toaccomplish the object hereinbefore described.

The exact form or construction of the intermediate or secondaryconductors isimmaterial so long as the best possible results areobtained. InFigs. I, II, IILIV, V,andVIthey are represented asnarrowindependent pins, each insulated from its neighbor. In Fig. VIII,as shown, they may, if necessary, belinked togetherby the connection r.In Fig. VII isshown the bar F, of any desired length, having a series ofdownward-projecting ngers, 0, to effect the electrical contact withprimary C.

The flexible supports p perform the same office as with the individualpins, as before mentioned, the trolley c engaging with the top surfaceof bar F.

In Fig. IX is shown asecondary conductor, t, having corrugated sides.Said conductor may be constructed of any required length consistent withthe best results, and is supported at the sides by the elastic rubberstrips or packing u u'. This packing, together with the secondaryconductor t, is supposed to fill the groove or channel D, and togivesufticient support to the 'secondary t, so as to suspend the sameabove the primary C and out of electrical contact therewith.

In Fig. X is shown the trolley c depressing the secondary t, bringing itinto electrical contact with its primary C. The metal plates d serve thepurpose, as shown in the other figures, to protect the upper exposedsurface of the sleeper.

Having thus described our invention, what we claim as new, and desire toprotect and secure by Letters Patent, is- 1. An electric conduit fortramways and other uses, consisting of a sleeper, of wood or othersuitable noncondueting material, having a channel cut in its uppersurface and a primary or main conductor laid in the bottom of saidchannel, in combination with a diaphragm of Iiexible non-conductingmaterial secured along the upper surface of such conduit across suchchannel, a secondary conductor attached along the outer surface of saiddiaphragm over said channel and having a series of projections extendingthrough said diaphragm into said channel, which projections approachnearly to said main conductor, but not to the point of electricalconnection therewith, and blocks or strips of elastic rubber or othersimilar non-conducting elastic material supper ting said secondaryconductor in its normal position, all as described.

2. The combination of the channeled conduit, constructed substantiallyas described, having the main conductor at the bottom of the channel,the flexible diaphragm covering said channel, the secondary conductorplaced upon said diaphragm, and the flexible iiap over said secondaryconductor having stiffening-plates which extend across said channel andform a bridge over the secondary conductor, in the manner and for thepurpose described.

In testimony whereof I affix my signature in presence of two witnesses.

HENRY T. BLAKE.

Witnesses:

HENRY C. WHITE, FRANK L. OWEN.

In testimony whereof I affix mysignaturein presence of two witnesses.

CLARENCE STERLING.

Vit-nesses:

LoUIs N. MIDDLEBROOK, CHARLES H. Foce.

IIfi

